Husqvarna Motorcycles is on an aggressive path to establish itself in the world of off-road motorcycles. From small to large, Husky is developing and introducing new models across the spectrum, from a new 250cc platform to the burly open-class 630 machines. The TE630 and SM630 are the biggest this German/Italian firm offers, and they’re all-new this year.
The 2011 TE630 is Husqvarna's effort at revitalizing its big-bore dual sport. We tested it near the company's Italy HQ.
In order to mold them into the existing brand identity, Husky went through top to bottom and injected them with performance needed to gain serious foothold in the market. There’s been little in the way of improvement for the 650-class dual sports, so the Husky brings fresh life into a category that really sees most manufacturers content to grind out the same machines year after year – particularly the Japanese.
First off, the bike looks different than the former TE610, but we’ll get to that in a bit. The really important stuff is what’s on the inside. A dual overhead cam engine, replacing the SOHC design of the 610, sparks the new model with an increase in displacement from 570cc to 600cc. Husky achieved this by using a larger bore (98-100mm) with the same 76.4mm stroke. The cylinder head is derived from Husky’s racy SM510 and uses a 12.4:1 compression ratio to squish fuel mixture. Fuel injection gets a 45mm throttle body, up from 42mm, and company representatives claim a 20% boost in power. The cooling system uses an integrated water temperature sensor to electronically adjust a solenoid in the radiator. It also has a new impeller and water pump body.
More output from the DOHC engine is definitely a good thing, but the fueling could use some fine-tuning. The issue isn't as noticeable with the TE, especially when riding off-road or on extremely rough pavement, both areas where the new Husqvarna dual sport excel.
So it doesn't fuel perfectly, but the Husqvarna still knows what to do with that petrol. Power output is said to be increased 20% with the new engine. Not that we had any direct means of verifying that claim, but we can say that the bike is much livelier than, say, a Kawasaki KLR650, and the power curve is very usable. There’s always torque available, though we spent most of the time in the bottom half of the throttle to avoid the engine vibrations which are noticeable. Once the throttle gets to about 1/3 open in any gear, the wide, square mirrors start to blur, otherwise they provide a great view. Rubber pads on the footpegs are one solution, but not a very good one since the vibes are a full-body experience transferred through the seat and handlebars as well. Adding the peg cushions only makes it harder to get a toe under the shifter.
The Husqvarna TE630 offers performance that rivals or surpasses larger Japanese models. Not to mention, the IPD pastics make the bodywork extra sleek and modern.
Footpegs are small but comfortably spaced, perhaps just a fraction high for my 5’11” stance. I had a little trouble shifting, but it was a result of stiff motocross boots rather than a transmission fault. However, stabbing at the shift lever revealed some false neutrals in the six-speed gearbox. Whenever I took the time to really focus on the left foot (really, these boots were the wrong choice) the transmission was solid and predictable. As for the ratios, our only tight section of dirt was a single uphill strip that shortcut a switchback. At the top I dropped into first gear and let it chug forward in the final yards, and the gearing was suitable for the climb. Top speed was an indicated 160 kph, which is just grazing triple digits in America. There was still plenty of room to run, but Italy’s tight highways and traffic prevented us from holding it pinned. Pounding a gear to make a quick pass was always rewarded with abundant power and a quickly dismissed driver.
Claimed to weigh 319 pounds without fuel, the TE handles very well despite a one-degree increase in the steering angle. Aluminum handlebars are wide and an easy reach from the seat. Standing up is comfortable, though the terrain rarely called for it on our trip. We actually enjoyed the more stable feel of the dual sport’s 18/21-inch wheels. Metzeler Karoo tires provide traction, and while not our favorite DS tire, had no issues on our test ride. It’s worth noting that the 18-inch rear wheel is a big benefit for riders who are serious about off-road. Some competitors use 17-inch rears which limit the tire selection, but the Husky can accept full-on knobbies.
A 45mm Marzocchi fork is better than we expected. It resists diving and does a good job for all-around comfort.
One of the features we really enjoyed was the new seat which is longer and softer this year. Both models offer great comfort without being too soft for aggressive riding. The TE gets a gripper cover that adds extra performance and off-road style, plus it’s 30mm lower than the 610. Bodywork is all new and features IPD technology which means there are no adhesive graphics, just smooth, durable plastic. Husqvarna also streamlined the look by removing all metal fasteners. The ignition key is used to remove the seat and from there the bodywork can be removed by hand. On the dash is a computer that’s large and easy to read, and the rider controls are good quality, including a new Magura hydraulic clutch. Left hand controls operate blinkers, horn and high/low light switch, and the right side contains a kill switch and starter button. Decent-sized blinkers give other motorists a clear view of your intentions, but our daytime ride never revealed the headlight efficiency.
The addition of this skidplate is a good idea for anyone with serious off-road intentions.
A 3.2-gallon fuel tank is a good starting point, though we expect that serious adventurers will require more. Our introductory ride didn’t allow for mileage testing, but it seems suitable for commuters and average dual sporters. Aside from the comparatively high price, the only issues we noted are fairly small and would probably be even smaller if given more time to adapt to the bikes or make minor tuning adjustments. We flew all the way to Italy to see and ride the new 630. Not only were they worth the trip, but these motorcycles, particularly the TE, will be a good fit in the American market.
Motocross Bike
For 2011, the Husqvarna 250 cc 4-stroke motocross TC250 has seen major changes to the design, chassis and engine.
The improvements to the TC250 have been confirmed at the European MX2 championship now underway, with Andrea Cervellin and Jernej Irt first and second respectively in the championship after 5 rounds.
Read Full StorFor 2011, the Husqvarna 250 cc 4-stroke motocross TC250 has seen major changes to the design, chassis and engine.
The improvements to the TC250 have been confirmed at the European MX2 championship now underway, with Andrea Cervellin and Jernej Irt first and second respectively in the championship after 5 rounds.
Motocross Bike
For 2011, the Husqvarna 250 cc 4-stroke motocross TC250 has seen major changes to the design, chassis and engine.
The improvements to the TC250 have been confirmed at the European MX2 championship now underway, with Andrea Cervellin and Jerkin Irt first and second respectively in the championship after 5 rounds.
The most important changes are to the engine, now fitted with a Mikuni battery-less electronic fuel injection system and 45 mm diameter throttle body.
The major changes to the engine are to the cylinder head, with a new profile that has enabled an increase in power throughout the curve. The camshaft fuel intake line and exhaust are new, as well as the intake phasing. The engine crankcase has been reinforced and now has steel sockets on chassis connections.
The Akrapovic exhaust pipe has been specially designed by the manufacturer in Slovenia for Husqvarna and has a steel manifold, titanium silencer and steel heat protection.
Concerning the chassis parts the frame area below the engine cradle and near the footrests has been completely redesigned, with side plates of forged steel to reduce lateral bulk and increase resistance to strain. This effectively creates a single plate covering the footrest and brake pedal connections.
The cradle surface has been streamlined so as to reduce to a minimum any possible impact with the ground or other obstacles. The steering pipe area has also been improved and reinforced.
The engine guards are made of a new material, providing better protection against knocks. The mirror-finish aluminum hubs are new, now with standard perforations.
The bodywork has new graphics on the tank area, with In Mould Plastic Decoration, which is incorporated in the actual material, not applied afterward.
2011 TC250 Motorcycle Changes Summary:
• New Chassis, Redesigned And Reinforced
• New Hubs
• New Graphics
• New Engine Guards
• Waterproof Spark Plug Cover
• New Exhaust Pipe Heat Protector
• Engine Crank-Case With Steel Chassis Sockets
• New Fuel Intake And Outlet Lines
• New Camshaft Intake Phasing
• Battery less Fuel Injection
• Akrapovic Exhaust With Titanium Silencer
• New Hubs
• New Graphics
• New Engine Guards
• Waterproof Spark Plug Cover
• New Exhaust Pipe Heat Protector
• Engine Crank-Case With Steel Chassis Sockets
• New Fuel Intake And Outlet Lines
• New Camshaft Intake Phasing
• Battery less Fuel Injection
• Akrapovic Exhaust With Titanium Silencer
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